Kpt. rez. Sławomir Kargul graduated from the Air Defense Officer Academy in Koszalin (1982-1986). From 1986-1989, he was a platoon commander in the launching battery of the 28th Air Defense Missile Squadron in Trzcielin. From 1989-1990, he served as a senior operational-training officer (assistant chief of staff) in the same squadron. Between 1990 and 1995, he commanded the communications platoon (chief of communications) of the 42nd Air Defense Missile Squadron in Ustronie Morskie. From 1995-2004, he was a protection and camouflage officer, logistics planning section officer, and chief of staff of the command squadron in the 78th Air Defense Missile Regiment in Mrzeżyno.
From 2004-2009, he commanded a technical flight in the Airframe and Engine specialty for Su-22 aircraft in the 40th tactical aviation squadron of the 1st Tactical Air Wing in Świdwin. From 2009-2010, he served as the chief of aviation technology in the 40th tactical aviation squadron of the 1st Tactical Air Wing in Świdwin. From August 2010, he was a logistics planning section officer at the headquarters of the 1st Tactical Air Wing in Świdwin. He has been in reserve since October 31, 2011.
Table of Contents
- 40th Tactical Aviation Squadron – Outline of History
- Organizational Structure of the 40th Squadron
- Service History in the 40th Squadron
- January 23, 2008
- Chief of Aviation Technology
- Conclusion
- List of Illustration Authors
From an Anti-Aircraft Gunner to an Aviator
There’s a paradox in that statement: a man trained to shoot down anything that flies was now responsible for ensuring that what flies safely returns to the ground. How does one change military professions so dramatically? There’s no secret to it, just a necessity of life. In 2004, due to personnel changes in the 78th Air Defense Missile Regiment, I lost my previous position and was once again forced to look for a new job. True, I was offered a position at the 12th Air Base in Mirosławiec, but, as was my custom, I decided to find a new unit independently. At my request, Captain Sebastian Szymczak, the former commander of the air defense command squadron’s protection company, was assigned to the position I was offered at the 12th Air Base. I went to Świdwin myself to look for a new position. I found it in the 40th tactical aviation squadron. As it turned out, I never regretted my decision to change units. In principle, I didn’t have any major grievances about losing my position; what hurt was the way I was dismissed after nine years of service in the regiment. The proverbial “handshake from the president” felt somewhat insufficient. But there’s no time to regret roses; once again, I packed my military duffel bag.
1. 40th Tactical Aviation Squadron – Outline of History
I began my service in the 40th tactical aviation squadron on July 13, 2004. The squadron was located in Świdwin, about 55 km south of Kołobrzeg. The squadron commander at that time was Major Dariusz Maciąg. The 40th tactical aviation squadron was organizationally part of the 1st Tactical Air Wing, headquartered in Świdwin. In the Świdwin garrison, in addition to the 1st Tactical Air Wing, subunits of the 21st Air Base and the 40th squadron were stationed. The unit was equipped with Su-22M4 and Su-22UM3K fighter-bombers.
The 40th tactical aviation squadron was established based on Order No. 0142 of the Air Force Commander dated August 23, 1999, as a result of the disbandment of the 40th fighter-bomber aviation regiment in Świdwin. It began operations on January 1, 2000. The squadron continued the traditions of the 40th fighter-bomber aviation regiment, from which most of its pilots and technical personnel originated. The 40th regiment was formed in October 1951 in Krakow, based on a squadron detached from the 2nd fighter aviation regiment, and was named the 40th fighter aviation regiment. In February 1952, the regiment was relocated to Mierzęcice, and in January 1953, to Świdwin. In 1971, the 40th fighter aviation regiment was renamed the 40th fighter-assault aviation regiment, and in 1982, the 40th fighter-bomber aviation regiment. On August 23, 1999, the 40th fighter-bomber aviation regiment was disbanded, and on its base, the 39th tactical aviation squadron, the 40th tactical aviation squadron, and the 21st Air Base were formed in Świdwin. The unit’s armament included aircraft such as: Po-2, Jak-11, Jak-23, MiG-15, Lim-2, Lim-5, MiG-17PF, MiG-21, Lim-6, Su-22M4.
Figure 01. Location of the 40th Tactical Aviation Squadron.
The 40th tactical aviation squadron was a High Readiness Force squadron, intended for use within the NATO alliance. During its ten years of existence, the squadron participated in foreign air exercises such as “CLEAN HUNTER,” “CHOPIN,” “ODAX,” “STRONG RESOLVE,” “LONE KESTREL,” “NATO AIR MEET,” “POLISH DANCER,” “PASSEX,” as well as many domestic exercises. The first commander of the squadron was Major Cezary Wasser. The main training objective of the squadron was to achieve combat readiness (POZB-99 – Combat Ready) and maintain the ability to achieve combat readiness within the High Readiness Forces. Ten years of the squadron’s existence and participation in international and domestic exercises allowed for the training of a generation of “Combat Ready” pilots who today hold leadership positions at higher levels of command in the Polish Air Force. The effort and dedication of the personnel were often recognized by higher superiors, resulting in many awards and promotions to higher positions.
Figure 02. Airfield of the 21st Air Base in Świdwin.
The military facilities of the Świdwin garrison were divided into two parts: the administrative-barracks section and the airfield section. The squadron occupied two parts of the airfield. The squadron headquarters was located in a newly constructed building on the airfield’s northeast side. The technical flights occupied the hardened aircraft dispersal area (USR) No. 3 on the south side of the airfield. The squadron was a 100% professionalized unit. With the establishment of aviation squadrons in 2000, the Air Force Command correctly assumed that maintaining conscripted soldiers in highly specialized units was pointless. Thus, aviation squadrons were among the first fully professionalized units of the Polish Army. The unit’s personnel consisted of highly specialized professionals. Apart from the squadron’s flying personnel, this particularly applied to the Aviation Engineering Service. This was especially evident during flights, air exercises, and particularly exercises conducted abroad. The squadron commander’s office was adorned with dozens of commendations for exemplary performance of military craftsmanship.
When I began my service in the 40th Tactical Aviation Squadron, most of the Aviation Engineering Service technicians were graduates of the aviation military warrant officer schools in Oleśnica and Zamość. The liquidation of the aforementioned training centers for mid-level aviation technical personnel in the 1990s began to pose a serious problem towards the end of my service, especially with the mass retirements of personnel in 2009-2011. The squadron’s personnel lived in Świdwin, in military housing estates, but also in towns distant from Świdwin such as Koszalin, Kołobrzeg, Białogard, or Połczyn Zdrój.
2. Organizational Structure of the 40th Squadron.
The squadron’s organizational structure (Figure 03) did not undergo significant changes during my service there. In 2008, after the 7th tactical aviation squadron was transferred from Powidz to Świdwin, the 40th squadron took over its aircraft due to personnel shortages, particularly in Aviation Engineering Service personnel. Consequently, a tactical reconnaissance flight, known as the KKR flight (from Russian: K – container, K – complex, R – reconnaissance), was formed within the squadron. Additionally, the squadron was equipped with TS-11 “Iskra” training aircraft.
Figure 03. Organizational Structure of the 40th Tactical Aviation Squadron in 2010.
Photo. 01. Last Commander of the 40th Tactical Aviation Squadron. Lt. Col. Ireneusz Łyczek.
The squadron’s personnel consisted of officers, warrant officers, and non-commissioned officers. In the final period of its operation, the squadron had 33 officers (including 18 pilots), 39 warrant officers, and 62 non-commissioned officers. The soldiers’ task was to ensure the proper functioning of the squadron in many specialties, which I will elaborate on in the next chapter of my memoirs.
3. Service History in the 40th Squadron.
Upon arriving at the 40th tactical aviation squadron on July 13, 2004, I reported to the unit commander. I was received by Captain Wojciech Maniewski, the squadron’s deputy commander. The official commander, Major Dariusz Maciąg, was on leave. I was briefed on the unit’s structure and purpose, wished good luck in my new position, and directed to the chief of aviation technology.
The chief of the Aviation Engineering Service (SIL) was Major Sławomir Jędrzejkowski. After speaking with the chief of SIL, I proceeded to my subunit, which I was now to command: the 4th flight of airframe and engine maintenance for Su-22 aircraft. The structure of the airframe and engine technical flight is shown in the figure below.
Figure 04. Organizational Structure of the Airframe and Engine Maintenance Flight.
The SIL of the squadron included four airframe and engine maintenance flights, as well as specialized flights for: equipment, armament, radio-electronic devices (URE), targeting-navigation complex (PRNK), ejection seats, and jamming devices (SPS). In 2008, an aerial reconnaissance flight (KKR) was created.
The organizational structure of the specialized flights was practically identical to that of the airframe and engine flights, with the difference that specialized flights did not include junior engineer positions, which were positions with the rank of second lieutenant.
Within the aviation technology section, there were positions for specialized engineers in equipment, armament, and radio-electronic devices. This was somewhat unusual, as these were lieutenant-level positions. According to the new pragmatic law, WAT graduates with specializations other than airframe and engine were assigned to junior engineer positions in the airframe and engine maintenance flights. Only after two years of service could they be assigned to positions in their specialization within the aviation technology section. Junior engineers from airframe and engine flights also faced a problem, as after two years, they could only take one position in the aviation technology section: that of chief of section. They could not be promoted to flight commander positions, as these were for officers with the rank of captain. If there were more junior engineers with airframe and engine specialization in the squadron, there was a significant problem with promotion for all second lieutenants.
The aviation squadron was equipped with 13 Su-22M4 combat aircraft and 3 Su-22UM3K combat-trainer aircraft. Each airframe and engine maintenance flight serviced 4 aircraft. Specialized flights serviced all aircraft in the squadron. The tasks of the airframe and engine technical flight included: ensuring the technical readiness of the flight’s aircraft, performing technical maintenance of aircraft as stipulated by the IZOT (Unified Technical Maintenance Set) for Su-22 aircraft, and providing flight support for the squadron. Until the end of 2004, I was essentially only an observer of my subunit’s work, as I lacked the training required to service aircraft equipment.
Photo. 02. Technical Flight Commander – Świdwin.
In January 2005, I was sent for training to the Air Force Officer Academy in Dęblin. Along with me, Captain Stanisław Rubaszewski, the flight commander, and two junior flight engineers, WAT graduates, Second Lieutenants Mariusz Żokowski and Piotr Zborała, began the training. The training lasted three months and concluded with a theoretical and practical exam on the construction and operation of the Su-22 aircraft.
Photo. 03. After an engine test of the Su-22 aircraft – Dęblin, April 2005.
The lecturers were faculty from the Dęblin academy who had previously worked at the Aviation Training Center in Oleśnica. The final exam was conducted by a commission appointed by the Commander of the Air Force Officer Academy.
After completing my training and returning to the unit, I began performing my duties in an entirely new and unfamiliar profession. Technical flight commanders, along with engineers, in addition to their subunit leadership responsibilities, also served as Duty Flight Engineers (DIL) during squadron flight days. They also performed duties related to technical supervision of aircraft equipment during flights. The location for performing these duties was the DIL tower on the airfield. The DIL’s responsibilities included: supervising the preparation of aircraft for flights, supervising the proper assignment of aircraft to flight personnel, supervising the arming of aircraft with appropriate armament configurations, and making decisions regarding the release of aircraft for flights in case of equipment malfunctions. The role of Duty Flight Engineer was very responsible. At the pre-flight briefing, the engineer reported to the commander the status of aircraft readiness for flight missions, the status of aviation armament scheduled for use during flights, and the readiness of the Central Aircraft Preparation Area (CPPS) for flights. 30 minutes before the start of training, they conducted a briefing with the Aviation Engineering Service personnel assigned to support the flights.
At the post-flight briefing, he reported to the squadron commander about any aircraft malfunctions, if they occurred, and the number of aircraft the squadron would have available for the next flight day. If there were any negative incidents in the work of the technical personnel, his task was to provide comprehensive explanations regarding the incident.
Photo. 04. Briefing for SIL technical personnel before flights – Świdwin, May 11, 2006.
Photo. 05. Briefing for SIL technical personnel before flights – Świdwin, May 15, 2006.
Flights were divided into, among others: training flights without combat application, training flights with aviation armament, special flights (e.g., for launching SRCP target missiles for air defense), and reconnaissance flights within the KKR reconnaissance flight.
Photo. 06. One of the armament configurations of the Su-22M4 aircraft.
Su-22 aircraft are not the latest aviation designs used in Polish aviation. They have a number of operational limitations, but also many advantages. Among others: very high airframe durability, the AL-21F3 jet engine is a robust and proven design, and the aircraft has extensive capabilities for carrying various armaments.
Photo. 07. Su-22M4 aircraft wing damaged after a bird strike.
Serving in the aviation squadron, I had the opportunity to participate in a number of exercises. Practically in each of these exercises, aircraft were armed with live ordnance for every sortie. These were often exercises conducted jointly with aviation subunits of other NATO member states. One such exercise was the cyclical “New Fip” exercise, held every two years. The exercise involved jamming the radar assets of radio-technical and missile forces, and performing simulated air raids under jamming cover by aircraft equipped with SPS jamming pods.
Photo. 08. Su-22M4 aircraft of the 4th flight, tail number 3715, equipped with an SPS jamming pod.
Photo. 09. Su-22M4 aircraft of the 4th flight, tail number 3710, armed with a TV-guided H-29T air-to-ground missile.
Photo. 10. 40th Squadron pilots before performing a mission. From left: Capt. Jarosław Więcek, Capt. Radosław Leszczyk, Lt. Col. Dariusz Maciąg, Capt. Paweł Zdunek.
In 2007, the squadron was to receive TS-11 “Iskra” training aircraft as part of an order from the Air Force Commander. Consequently, I was sent for another retraining course on this new type of aircraft. Captain Stanisław Rubaszewski and Second Lieutenant Mariusz Żokowski joined me in Dęblin. The squadron also conducted training missions abroad, although I personally did not participate in foreign exercises. During my service, the squadron participated in exercises in Norway. Previously, it had been on aviation deployments in Germany and France. From the “Bold Avenger 2007” exercise in Norway, the squadron’s Aviation Engineering Service personnel brought back commendation from the deployment commander for the faultless operation of aviation equipment and for exemplary technical support of the aircraft.
Photo. 11. SIL personnel of the 40th Squadron during the “Bold Avenger 2007” exercise with the commander of the 1st Tactical Air Wing, Gen. Andrzej Andrzejewski.
Photo. 12. SIL personnel of the 40th Squadron after returning from the “Bold Avenger 2007” exercise in Norway, with commendation for exemplary maintenance of aviation equipment. From left, standing: Master Sergeant Piotr Baranowski, Master Sergeant Mariusz Stępień, Senior Master Sergeant Janusz Mańko, Senior Master Sergeant Piotr Dawid, Master Sergeant Roman Domagała, Senior Master Sergeant Tomasz Sikora, Junior Master Sergeant Jarosław Wójcik, Senior Staff Sergeant Sławomir Mazurkiewicz, Master Sergeant Andrzej Krut, Junior Master Sergeant Tadeusz Paluszkiewicz, Junior Master Sergeant Marek Simiński, Captain Adam Olejniczak, Senior Master Sergeant Krzysztof Dzubiński. From left, kneeling: Master Sergeant Norbert Polański, Senior Master Sergeant Dariusz Bąkowski, Captain Grzegorz Stepaniuk, Senior Master Sergeant Piotr Sobieski, Junior Master Sergeant Krystian Gizewski.
On October 20, 2007, the squadron received a banner funded by the community of Świdwin County. The ceremonial presentation of the banner to the 40th tactical aviation squadron was performed on behalf of the President of the Republic of Poland by the Minister of National Defense, Aleksander Szczygło. The main ceremonies took place in the main square of Świdwin.
Photo. 13. Banner of the 40th Tactical Aviation Squadron.
Photo. 14. Minister of National Defense Aleksander Szczygło presents the banner to the commander of the 40th Tactical Aviation Squadron, Lt. Col. Wojciech Maniewski. Świdwin, October 20, 2007.
Further ceremonies related to the presentation of the banner to the 40th Tactical Aviation Squadron took place in the Club and Casino of the Świdwin garrison. The photo below holds special significance for me. All individuals in the foreground tragically died in two separate air crashes. Minister of National Defense Aleksander Szczygło and Air Force Commander Gen. Andrzej Błasik perished on April 10, 2010, in the crash of the presidential Tu-154M aircraft near Smolensk. The commander of the 1st Tactical Air Wing, Gen. Andrzej Andrzejewski, and the commander of the 40th Squadron, Lt. Col. Wojciech Maniewski, died on January 23, 2008, in the crash of the CASA C-295M aircraft near Mirosławiec.
Photo. 15. Banner presentation ceremony for the 40th Tactical Aviation Squadron, Świdwin, October 20, 2007.
Photo. 16. Banner presentation ceremony for the 40th Tactical Aviation Squadron. Standing from right: Gen. Andrzej Andrzejewski, Gen. Andrzej Błasik, Capt. Sławomir Kargul, Master Sergeant Tomasz Sikora. Świdwin, October 20, 2007.
Photo. 17. Banner presentation ceremony for the 40th Tactical Aviation Squadron. 40th Squadron cadre with Air Force Commander Gen. Andrzej Błasik and Commander of the 1st Tactical Air Wing Gen. Andrzej Andrzejewski. Świdwin, October 20, 2007.
4. January 23, 2008.
January 23, 2008, is a significant date for Polish aviation. Twenty professional soldiers of the Air Force died in the crash of a C-295M “CASA” aircraft from the 13th transport aviation squadron in Krakow. Most of the victims were officers from the 1st Tactical Air Wing in Świdwin.
A particular scene has stayed in my memory: it’s Monday, January 22, 2008. In the squadron’s aviation engineering service office, the chief of aviation technology, Captain Grzegorz Stepaniuk, is conducting a briefing with the technical flight commanders. Participants include: PRNK flight commander Captain Adam Olejniczak and 4th airframe and engine flight commander Captain Sławomir Kargul. On Wednesday, January 24, a farewell flight for the former Air Force Commander, Gen. Stanisław Targosz, was scheduled to take place on a Su-22UM3K combat-trainer aircraft from the 40th squadron. Grzesiek’s last words were: “This flight to Warsaw doesn’t suit me. I should supervise the preparation of the ‘spark’ for Targosz. Unless one of you flies to the BL conference and I stay. Besides, Sławek was at the BL recently, so it’s my turn. You’ll ensure the aircraft is prepared.”
I still wonder what would have happened if Grzesiek had assigned me to that flight. I probably wouldn’t be writing these memoirs. The next day, at 06:00, he departed for the 50th Flight Safety Conference at the Air Force Command in Warsaw. His return was scheduled for the evening. At 19:07, during approach to landing in difficult weather conditions at the airfield of the 12th Air Base in Mirosławiec, the military aircraft collided with the ground. As a result of the collision, the following perished:
1st Tactical Air Wing Command – Świdwin:
- Gen. Andrzej Andrzejewski – Wing Commander;
- Lt. Col. Zdzisław Cieślik – Wing Training Chief;
- Maj. Robert Maj – Section Chief;
- Maj. Mirosław Wilczyński – Chief of Aviation Technology Section.
12th Air Base – Mirosławiec:
- Col. Jerzy Piłat – Base Commander;
- Lt. Col. Dariusz Pawlak – Chief of Aviation Technology Section.
21st Air Base – Świdwin:
- Col. Dariusz Maciąg – Base Commander;
- Maj. Piotr Firlinger – Chief of Aviation Technology Section.
22nd Air Base – Malbork:
- Lt. Col. Zbigniew Książek – Deputy Base Commander.
8th Tactical Aviation Squadron – Mirosławiec:
- Maj. Grzegorz Jułga – Deputy Squadron Commander;
- Capt. Paweł Zdunek – Flight Commander;
- Capt. Karol Szmigiel – Technical Flight Commander.
13th Transport Aviation Squadron – Krakow:
- Maj. Jarosław Haładus – Chief of Squadron Aviation Technology Section;
- Lt. Robert Kuźma – Senior Instructor;
- Lt. Michał Smyczyński – Senior Pilot;
- Sgt. Janusz Adamczyk – Onboard Technician.
40th Tactical Aviation Squadron – Świdwin:
- Lt. Col. Wojciech Maniewski – Squadron Commander;
- Capt. Leszek Ziemski – Flight Safety Inspector;
- Capt. Grzegorz Stepaniuk – Chief of Aviation Technology Section.
Air Force Command:
- Maj. Krzysztof Smołucha – Specialist, Operational Department A3.
The first information about the disaster reached me around 19:45. Captain Piotr Ciechomski called me and informed me about the accident. Initially, shock and disbelief, then a call to Adam Olejniczak and the news that Grzesiek was not answering his phone. Subsequently, television reports of seven fatalities and then further news of the death of everyone on board. I personally knew thirteen of the officers who died in the disaster. From February 18-20, 2008, the funerals of the victims took place. In March 2008, a monument commemorating the disaster and its victims was unveiled in Mirosławiec, at the site where the CASA C-295M aircraft, tail number 019, crashed.
Photo. 18. Monument dedicated to the victims of the CASA C-295M aircraft crash in Mirosławiec.
Photo. 19. Plaque commemorating the CASA C-295M aircraft crash in Mirosławiec.
5. Chief of Aviation Technology.
In 2008, out of seven technical flight commanders and three junior engineers, only Captain Olejniczak and Captain Kargul remained in the squadron. We were the last officers authorized to service aircraft equipment. Four officers had been in training in Dęblin since the beginning of 2008. Due to his greater aviation experience, Captain Olejniczak took over the duties of chief of aviation technology after Captain Stepaniuk’s death. The responsibility for ensuring squadron flights as the duty flight engineer fell on me. Practically until the end of the year, I was constantly on the airfield. This also had its advantages, as I had the opportunity to gain appropriate practical experience in managing the aviation engineering service’s operations.
The squadron participated in air shows organized in Poland and abroad every year. In July 2008, I participated with pilots and SIL personnel in air shows in Belgium. These shows were organized in connection with the celebration of the Belgian Armed Forces Day at the Florennes Air Base. The Su-22UM3K combat-trainer aircraft with tail number 707, known as the “szparka,” flew to this base. The SIL personnel flew on an An-26 aircraft of the 13th transport aviation squadron from Krakow.
Photo. 20. American F-15 fighter jet. Participant of Operation “Desert Storm.” Belgium, Florennes Air Base, July 6, 2008.
During the shows, I had the opportunity to see up close almost all combat aircraft flying in NATO armies, from older designs like American F-4 “Phantom” and A-7 “Corsair” to the latest F-35s. In addition to aircraft, one could also learn about Belgian land forces equipment, and even naval equipment.
An additional attraction was getting acquainted with the Belgian army’s air base, which is diametrically different compared to our air bases, especially when considering the accommodation possibilities, food arrangements, and technical support provided by the Belgian base, and comparing them with the capabilities of Polish units.
Photo. 21. Early warning aircraft, the famous E-3 Sentry “Awacs.” Belgium, Florennes Air Base, July 6, 2008.
Photo. 22. As an “old anti-aircraft gunner,” I couldn’t resist taking a seat on the Mistral anti-aircraft system. Belgium, Florennes Air Base, July 6, 2008.
One of the events related to service in aviation squadrons was the selection of the pilot, engineer, and technician of the year. In 2007, the prestigious title of engineer was awarded to Captain Adam Olejniczak. In addition to a relatively high cash prize, the recipient received a commemorative certificate. The awards were presented at a ceremonial squadron gathering. The squadron commander, Lt. Col. Wojciech Maniewski, submitted a request to the Air Force Commander in 2007 for permission to conduct an award flight for the honored engineer and technician in a combat-trainer aircraft.
The Air Force Commander granted permission. Thus, Captain Olejniczak and Warrant Officer Nazarek, the 2007 technician, became the first and last to conduct award flights in Polish aviation. The following year, the squadron did not receive such permission. I regretted it a bit because I was awarded the title of engineer for 2008.
Photo. 23. Engineer of the Year 2008 Certificate.
Photo. 24. Engineer of the Year 2007 Captain Adam Olejniczak with the squadron’s deputy commander, Major Robert Kantowicz, before the award flight. Świdwin, April 23, 2008.
Photo. 25. Technician of the Year 2007 Warrant Officer Piotr Nazarek with the squadron’s flight safety inspector, Captain Robert Jankowski, before the award flight. Świdwin, April 23, 2008.
Captain Adam Olejniczak had been seeking a service transfer to the Operational Command of the Armed Forces for quite some time. He finally obtained permission to change positions. Consequently, due to seniority, from February 2009, I began performing the duties of the Squadron’s Chief of Aviation Technology (STL). To retain the financial allowances for direct servicing of aircraft equipment and the service allowance, the so-called commander’s allowance, similar to my predecessors, I continued to be the commander of a technical flight, which was entitled to the aforementioned allowances. The chief of aviation technology did not receive these allowances. The order appointing me to the position of Chief of Aviation Technology was issued on July 7, 2010, on the last day of the squadron’s existence.
The role of Chief of Aviation Technology was one of the most important functions in an aviation squadron. This was due to the high responsibility for the technical condition of the aircraft and for their proper maintenance by aviation engineering service personnel in accordance with aviation regulations. Nominally, technical flight commanders were directly subordinate to the squadron commander, but practically, the STL issued all orders and instructions regarding the organization of technical personnel’s work. The STL’s responsibilities also included: planned overhauls of aircraft and aircraft engines for so-called PRT (technical resource extension). Direct contact with representatives of Military Aviation Works (WZL) No. 2 in Bydgoszcz, dealing with the overhaul of Su-22 aircraft airframes, No. 3 in Dęblin, servicing TS-11 “Iskra” aircraft, and WZL No. 4 from Warsaw, responsible for the overhaul of Su-22 jet engines. The chief of aviation technology also had the obligation to sign technical protocols after WZL performed maintenance on aircraft. It was also within the STL’s purview to skillfully spend funds allocated from the Ministry of National Defense’s budget, assigned to aviation squadrons by the Armed Forces Support Inspectorate for performing service work on aircraft.
Service work included activities related to troubleshooting aircraft malfunctions that could not be performed by the technical squadrons of air bases. The aviation technology section of the squadron also participated in the work of the commissions of the Military Institute of Aviation Technology (ITWL) in cases of investigations into the causes of accidents and incidents involving aircraft equipment. Additionally, the STL participated in briefings for SIL management organized by the Armed Forces Support Inspectorate and in Flight Safety Conferences at the Air Force Command level. The basic duty of the STL was to be present at every squadron flight.
Photo. 26. Briefing of the Senior Personnel of the Aviation Engineering Service. Standing from left: Capt. Sławomir Kargul and Capt. Maciej Burzyński, officer of the 1st Tactical Air Wing’s aviation technology section. Kiekrz, February 14, 2008.
In 2007, the squadron began receiving Su-22 aircraft from Powidz. This was related to the planned transfer of the 7th tactical aviation squadron to Świdwin. In Powidz, the formation of a transport aviation base equipped with C-130 “Hercules” aircraft acquired from the United States began. The transfer of the 7th squadron took place in 2008. Practically, only a few pilots and about fifteen technicians moved from Powidz to Świdwin. This was a negligible portion of the squadron’s authorized strength, which in no way could ensure the proper functioning of the aviation unit. This resulted in the maintenance of the 7th squadron’s aircraft practically falling on the aviation engineering service of the 40th tactical aviation squadron. Consequently, instead of 13 Su-22M4 combat aircraft, three Su-22UM3K combat-trainer aircraft, and 6 TS-11 “Iskra,” the squadron serviced 26 Su-22M4, 6 Su-22UM3K, and 5 TS-11 “Iskra.” The duties doubled, with no profit. Additionally, in 2007, the squadron was “gifted” with TS-11 aircraft. This training aircraft was used by pilots of the 1st Tactical Air Wing Command. The aircraft posed an additional problem in its maintenance and operation.
Photo. 27. TS-11 “Iskra” aircraft of the “Biało-Czerwone Iskry” aerobatic team from Dęblin. Świdwin. June 18, 2008.
As I mentioned earlier, in 2008, the KKR flight was established within the squadron. This flight was designated for aerial reconnaissance missions. In Polish aviation, Su-22M4 aircraft from the 7th bomber-reconnaissance aviation regiment, and subsequently aircraft from the 6th and 7th tactical aviation squadrons from Powidz, were used for tactical aerial reconnaissance. After the liquidation of the 6th squadron and the transfer of the 7th tactical aviation squadron to Świdwin, the reconnaissance tasks were naturally taken over by the 40th squadron. First, the flying personnel had to be trained for the new tasks. This responsibility fell on the pilots of the 7th tactical aviation squadron, who had to transfer their knowledge to their colleagues in Świdwin. The technical personnel faced a more difficult task. No KKR flight technician from Powidz arrived with the 7th squadron. Moreover, there were no instructions regarding the preparation of KKR pods and the aircraft’s systems for operation. All of this fell on the senior technician of the KKR flight, Warrant Officer Zdzisław Wenta. Fortunately, the “old aviator” coped admirably.
Soon, the squadron began conducting flights according to the reconnaissance flight schedule along designated routes approved by the Air Force Command. The assignment of the 7th aviation regiment to reconnaissance tasks was fully justified. Powidz airfield is located in central Poland, and conducting reconnaissance missions from this airfield ensured the most effective use of the Su-22 aircraft’s tactical capabilities. Missions conducted from Świdwin airfield had a somewhat limited range. Aircraft for the mission were equipped with two 1150-liter tanks. This allowed for flights over routes within a range of 1400 km. Reconnaissance routes ran along the Baltic coast to the border with the Kaliningrad Oblast and along the eastern border of the country. Aircraft from the 7th squadron could be easily recognized because their tail numbers were painted yellow. Aircraft from the 8th and 40th squadrons had red tactical numbers with a white outline.
Photo. 28. Su-22M4 aircraft with tail number 8205 with a suspended KKR pod. Mirosławiec, October 15, 2008.
Working in the 40th tactical aviation squadron, I had the opportunity to confirm the proper approach of military education in the 1980s to preparing aviation personnel for their duties. The technicians with whom I had the opportunity to cooperate were not only professionals but also people wholeheartedly dedicated to their profession. They were extremely responsible individuals, such as: Jarek Wójcik, Tadek Paluszkiewicz, Janusz Kasprzyca, Zdzisław Wenta, Romek Domagała, Tomek Widawski, Tomek Sikora, Wiesław Ochal, Piotrek Sobieski, Darek Bąkowski, Robert Mikołajek, Norbert Polański, Janusz Mańko, and many, many others—they are models of professionalism. It is thanks to them that for all these years of service in Polish aviation, I could calmly go home after work, knowing that what needed to be done had been performed at the highest level.
Photo. 29. Maintenance of a Su-22M4 aircraft performed by technicians of the 40th Tactical Aviation Squadron. Świdwin, May 8, 2008.
Working with aviation equipment is not easy. Tasks are performed in various weather conditions, often in heat and cold. After several jet engines are started, the roar on the airfield is unbearable, and no hearing protection helps. Additionally, all activities are performed within a specific time regime. We calculated that for one aircraft to take off, over a hundred people must work on the airfield. Flights are conducted at various times of day and night. Furthermore, it’s important to know that technical personnel begin their flight day 3-4 hours before flights commence and finish two hours after they conclude.
Photo. 30. During a break between flights. Świdwin, April 2008. From left: Capt. Sławomir Kargul, Senior Master Sergeant Piotr Sobieski, Senior Staff Sergeant Rafał Paulicz.
Despite the demanding and responsible work, I consider my service in the 40th tactical aviation squadron to be the most successful in my military career. This opinion was undoubtedly influenced by many factors, including the approach and manner of commanding and leading subordinates by superiors, and the professional and responsible way in which all soldiers in the unit carried out their duties. If there were cases of disciplinary breaches, they were marginal incidents. The atmosphere in the unit always allowed for stress-free work. If there were animosities among the personnel, they were not visible externally.
6. Conclusion.
In 2010, I had twelve months of service remaining to reach full retirement benefits. And again, as several times before, it turned out that to reach retirement in full, I would have to change my place of service.
At the beginning of the year, the Air Force Command decided to liquidate aviation squadrons. According to the new concept, it was decided to create so-called super tactical aviation bases.
Previously, the Air Force operated according to the following structure: Air Force Command, tactical wings (i.e., air wings), air bases, and aviation squadrons. Now, it was decided to liquidate the squadrons and combine them with air bases, creating one aviation component. For everyone serving in aviation units, this was somewhat strange, as the squadrons established in 2000 had performed their tasks quite well. However, the new type of air bases that were to be created had a structure almost identical to the air regiments disbanded in 2000. Everyone asked themselves one question: why on earth were the air regiments disbanded if, ten years later, they were being recreated under a different name? But the decisions of higher superiors are unfathomable.
In any case, I once again stood before the esteemed panel composed of the wing command and personnel officers for a personnel interview. I was offered an engineer position in the aviation technology section of the 21st Tactical Air Base. To be honest, I quietly hoped for a slightly better position. Unfortunately, the 12th Air Base in Mirosławiec was being liquidated within the wing, and job placements had to be ensured for officers with the rank of major from the liquidated unit. So, I did not accept the proposed position. I realized that working at the base would be much more complex for the aviation engineering service than it had been in the squadron. Additionally, in the squadron, I had a good reputation with my superiors and enjoyed a certain degree of autonomy. At the base, however, I would be a cog in a large machine. So, I stated that I was not interested in a position within SIL. The wing commander, Gen. Stefan Rutkowski, promised me he would find another position for me. And so it happened.
I was offered the duties of a section officer in the Logistics Planning Department of the Headquarters of the 1st Tactical Air Wing in Świdwin. The head of the logistics planning department was Lieutenant Colonel Michał Dojcz, an officer similar in character to Lieutenant Colonel Tadeusz Bajek from Mrzeżyno. So there was nothing to deliberate. I accepted the new position. On July 7, 2010, I concluded my service in the 40th tactical aviation squadron.
8. List of Illustration Authors
- Figures 1, 2, 3, and 4: Sławomir Kargul.
- Photos 1, 11, 12: Archive of the 40th Tactical Aviation Squadron.
- Photos 16, 17: Major Wiesław Gasek.
- Photos 2, 3, 26, 27, 30: Sławomir Kargul’s private archive.
- Photos 21, 22: Major Roman Brylski.
- Photos 4, 5, 10: Master Sergeant (ret.) Mariusz Marzęcki.
- Photos 6, 7, 8, 9, 13, 14, 15, 18, 19, 20, 23, 24, 25, 28, 29: Sławomir Kargul.
See more:
Captain Sławomir Kargul is the author of a series of articles published on WRiA.PL concerning “Memoirs and Reflections of an Anti-Aircraft Gunner.” These are memoirs from his period of service in:
- Air Defense Officer Academy in Koszalin;
- 28th Air Defense Missile Squadron in Trzcielin;
- 42nd Air Defense Missile Squadron in Ustronie Morskie;
- 78th Air Defense Missile Regiment in Mrzeżyno;
- 40th Tactical Aviation Squadron in Świdwin.